JP2012050315A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle capable of suppressing a response delay in power transmission between an electric motor and a wheel.SOLUTION: A rear-wheel drive device 1 includes: electric motors 2A and 2B that generate the force that drives a vehicle; hydraulic brakes 60A and 60B that are provided between the electric motors 2A and 2B and rear wheels and by engaging or disengaging, connect or disconnect the motors to or from the wheels; an ECU that controls the electric motors and the hydraulic brakes; and a one-way clutch 50 that is provided in parallel with the hydraulic brakes, and engages when forward rotation power from the electric motors is input to the wheels, disengages when reverse rotation from the electric motors is input to the wheels, disengages when forward rotation from the wheels is input to the electric motors, and engages when reverse rotation from the wheels is input to the electric motors. When forward rotation from the rear wheels is input to the electric motors during traveling in which a front wheel drive device generates the drive force, the hydraulic brakes are engaged so that the electric motors are connected to the rear wheels. When the vehicle speed is a prescribed value or more in the connected state of the electric motors to the rear wheels, the engaged hydraulic brakes are released.

Description

  The present invention relates to a vehicle including an electric motor that generates a driving force of the vehicle, and hydraulic connection / disconnection means that is provided on a power transmission path between the electric motor and wheels and connects and disconnects the power.

  As shown in FIG. 25, the vehicle described in Patent Document 1 has a front wheel driven by a main drive source (not shown) such as an engine, and the rear wheel 102 of the vehicle 100 is auxiliary driven. It is driven via a power transmission mechanism 104 by an electric motor 103 as a source.

  The power transmission mechanism 104 includes a speed reduction mechanism 105 that inputs power from the electric motor 103 and a differential gear 106 that distributes power output from the speed reduction mechanism 105 to the left and right rear wheels 102 and 102. The reduction mechanism 105 includes a first gear 105 a fixed to the output shaft of the electric motor 103, a second gear 105 b that meshes with the first gear 105 a, and a third gear 105 c that meshes with the input gear 106 a of the differential gear 106. It consists of a reduction gear train. A hydraulic clutch 107 is provided between the second gear 105b and the third gear 105c. When the hydraulic clutch 107 is engaged, the second gear 105b and the third gear 105c are connected, and the power The power of the electric motor 103 can be transmitted to the rear wheel 102 via the transmission mechanism 104. When the hydraulic clutch 107 is released, the second gear 105b and the third gear 105c are disconnected, and the power of the electric motor 103 is reduced. Transmission to the rear wheel 102 is interrupted.

JP 2006-258279 A

  However, in the power transmission mechanism 104 described in Patent Document 1, in order to transmit the power of the electric motor 103 to the rear wheel 102, the hydraulic clutch 107 is firmly engaged so as to be able to transmit power and maintained in a large torque capacity state. For example, when the oil temperature is low, a response delay may occur.

  Further, when the electric motor 103 is decelerated and regenerated from the state where the electric motor 103 is stopped while the vehicle is running, it is necessary to engage the hydraulic clutch 107 after performing the rotational speed control, which may cause a response delay.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle drive device capable of suppressing a response delay in power transmission between the motor side and the wheel side.

In order to achieve the above object, the invention described in claim 1
A first drive device (for example, a rear wheel drive device 1 according to an embodiment described later) for driving a first drive wheel (for example, a rear wheel Wr of an embodiment described later) which is one of the front wheel and the rear wheel; And a second drive device (for example, a front wheel drive device 6 according to an embodiment described later) for driving a second drive wheel (for example, a front wheel Wf according to an embodiment described later) which is the other of the rear wheels. ,
The first driving device includes:
An electric motor that generates a driving force of the vehicle (for example, electric motors 2A and 2B in embodiments described later);
An electric motor control device for controlling the electric motor (for example, an ECU 45 in an embodiment described later);
A connecting / disconnecting means (for example, to be described later) is provided on a power transmission path between the motor and the first drive wheel and disconnects or connects the motor side and the first drive wheel side by releasing or fastening. Hydraulic brakes 60A, 60B) in the form;
A connection / disconnection means control device (for example, an ECU 45 in an embodiment described later) for controlling the connection / disconnection means;
Provided in parallel with the connecting / disconnecting means on the power transmission path between the electric motor and the first drive wheel, and is engaged when forward rotational power on the motor side is input to the first drive wheel side. At the same time, when the rotational power in the reverse direction on the motor side is input to the first drive wheel side, it is disengaged, and when the forward rotational power on the first drive wheel side is input to the motor side, it is disengaged. One-way power transmission means (for example, a one-way clutch 50 in an embodiment described later) that enters an engaged state when rotational power in the reverse direction on the first drive wheel side is input to the motor side. Prepared,
The connecting / disconnecting means control device generates a driving force only in the second driving device among the first driving device and the second driving device and is traveling, and is rotating in the forward direction on the first driving wheel side. When the power is input to the motor side, the connecting / disconnecting means is fastened so that the motor side and the first drive wheel side are in a connected state, and the motor speed is in a connected state between the motor side and the first drive wheel side. The connection / disconnection means that has been fastened is released when a predetermined value or more is reached.

Moreover, in addition to the structure of Claim 1, the invention of Claim 2 is
The connecting / disconnecting means includes an oil chamber (for example, a first working chamber S1 and a second working chamber in an embodiment described later) that stores oil supplied by a hydraulic supply source (for example, an electric oil pump 70 in an embodiment described later). Hydraulic connecting / disconnecting means comprising S2),
The connection / disconnection means control device controls an operating state of the hydraulic pressure supply source, adjusts a hydraulic pressure in the oil chamber, and controls a fastening force of the connection / disconnection means in the connection state.

Moreover, in addition to the structure of Claim 2, the invention of Claim 3 is
The hydraulic supply source also serves as a supply source of a cooling medium for cooling the electric motor.

In addition to the configuration described in claim 2 or 3, the invention described in claim 4
When the connection / disconnection means control device releases the connection / disconnection means, the operation of the hydraulic pressure supply source is not stopped.

According to the present invention, the first drive device is provided with the one-way power transmission means in parallel with the connection / disconnection means, so that the forward rotational power on the motor side is input to the first drive wheel side. In addition, since the one-way power transmission means is in the engaged state, a response delay can be prevented, and the fastening force of the connection / disconnection means can be reduced and the fastening time can be shortened.
Further, considering only the transmission of rotational power, when the forward rotational power on the motor side is input to the first drive wheel side, the one-way power transmission means is engaged, and only the one-way power transmission means Power transmission is possible, but the input / output of forward rotational power from the motor side is temporarily reduced by connecting the connecting and disconnecting means in parallel and keeping the motor side and the first drive wheel side connected. In such a case, it is possible to prevent the one-way power transmission means from being disengaged and becoming unable to transmit power.
Further, when the electric motor is shifted to a regenerative drive state (a state in which forward rotational power on the first drive wheel side is input to the motor side), the motor side and the first drive wheel side are connected to each other. No rotation speed control is required.
Furthermore, the vehicle speed becomes equal to or higher than a predetermined value while the driving force is generated only in the second driving device and the connecting means is fastened so that the electric motor side and the first driving wheel side are connected. Then, it is possible to prevent over-rotation of the electric motor by releasing the connecting / disconnecting means that has been fastened.

1 is a block diagram showing a schematic configuration of a hybrid vehicle that is an embodiment of a vehicle according to the present invention. It is a longitudinal cross-sectional view of the rear-wheel drive device of 1st Embodiment. FIG. 3 is a partially enlarged view of the rear wheel drive device shown in FIG. 2. It is a perspective view which shows the state with which the rear-wheel drive device was mounted in the flame | frame. It is a hydraulic circuit diagram of the hydraulic control apparatus which controls a hydraulic brake. (A) is explanatory drawing when a low pressure oil path switching valve is located in a low pressure side position, (b) is an explanatory drawing when a low pressure oil path switching valve is located in a high pressure side position. (A) is explanatory drawing when a brake oil path switching valve is located in a valve closing position, (b) is explanatory drawing when a brake oil path switching valve is located in a valve opening position. (A) is explanatory drawing at the time of non-energization of a solenoid valve, (b) is explanatory drawing at the time of energization of a solenoid valve. FIG. 3 is a hydraulic circuit diagram of the hydraulic control device while traveling and in a released state of the hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in a weakly engaged state of the hydraulic brake. It is a hydraulic circuit diagram of the hydraulic control device in the engaged state of the hydraulic brake. It is a graph which shows the load characteristic of an electric oil pump. It is the table | surface which described the relationship between the operating state of an electric motor, and the state of a hydraulic circuit about the relationship between the front-wheel drive device in a vehicle state, and a rear-wheel drive device. It is a speed alignment chart of the rear-wheel drive device in a stop. It is a speed alignment chart of the rear-wheel drive device at the time of forward low vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of forward vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of deceleration regeneration. It is a speed alignment chart of the rear-wheel drive device at the time of forward high vehicle speed. It is a speed alignment chart of the rear-wheel drive device at the time of reverse drive. It is a timing chart in vehicle travel. It is a flowchart which shows the control flow of an electric oil pump. It is a longitudinal cross-sectional view of the rear-wheel drive device of 2nd Embodiment. It is the elements on larger scale of the rear-wheel drive device shown in FIG. It is a block diagram which shows schematic structure of the vehicle carrying the rear-wheel drive device which concerns on a modification. 1 is a schematic diagram of a vehicle drive device described in Patent Document 1. FIG.

First, an embodiment of a vehicle according to the present invention will be described with reference to FIGS.
In the following description, the case where the first driving device is used for rear wheel driving and the second driving device is used for front wheel driving will be described as an example. However, the first driving device is used for front wheel driving, and the second driving device is used for rear wheel driving. It may be used for driving.
A vehicle 3 shown in FIG. 1 is a hybrid vehicle having a drive device 6 (hereinafter referred to as a front wheel drive device) in which an internal combustion engine 4 and an electric motor 5 are connected in series at the front portion of the vehicle. While power is transmitted to the front wheel Wf via the transmission 7, the power of the driving device 1 (hereinafter referred to as a rear wheel driving device) provided at the rear of the vehicle separately from the front wheel driving device 6 is the rear wheel Wr ( RWr, LWr). The electric motor 5 of the front wheel drive device 6 and the electric motors 2A and 2B of the rear wheel drive device 1 on the rear wheel Wr side are connected to the battery 9 via the PDU 8 (power drive unit), and supply power from the battery 9 to the battery 9. Energy regeneration is performed through the PDU 8. The PDU 8 is connected to an ECU 45 described later.

  FIG. 2 is a longitudinal sectional view of the entire rear wheel drive device 1. In FIG. 2, 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle, and are coaxial in the vehicle width direction. Has been placed. The reduction gear case 11 of the rear wheel drive device 1 is formed in a substantially cylindrical shape as a whole, and includes an electric motor 2A and 2B for driving an axle, and a planetary gear type reduction gear for reducing the drive rotation of the electric motors 2A and 2B. The machines 12A and 12B are arranged coaxially with the axles 10A and 10B. The electric motor 2A and the planetary gear type reduction gear 12A control the left rear wheel LWr, and the electric motor 2B and the planetary gear type reduction gear 12B control the right rear wheel RWr, and the electric motor 2A, the planetary gear type reduction gear 12A, the electric motor 2B, The planetary gear type speed reducer 12B is disposed symmetrically in the vehicle width direction within the speed reducer case 11. As shown in FIG. 4, the speed reducer case 11 is supported by the support portions 13 a and 13 b of the frame member 13 that is a part of the frame that is the skeleton of the vehicle 3 and the frame of the rear wheel drive device 1 (not shown). Has been. The support portions 13a and 13b are provided on the left and right with respect to the center of the frame member 13 in the vehicle width direction. In addition, the arrow in FIG. 4 has shown the positional relationship in the state in which the rear-wheel drive device 1 was mounted in the vehicle.

  The stators 14A and 14B of the electric motors 2A and 2B are respectively fixed inside the left and right ends of the speed reducer case 11, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. . Cylindrical shafts 16A and 16B surrounding the outer periphery of the axles 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B, and the cylindrical shafts 16A and 16B are decelerated so as to be coaxially rotatable with the axles 10A and 10B. The machine case 11 is supported by end walls 17A and 17B and intermediate walls 18A and 18B via bearings 19A and 19B. In addition, the rotational position information of the rotors 15A and 15B is transmitted to the end walls 17A and 17B of the speed reducer case 11 on the outer periphery on one end side of the cylindrical shafts 16A and 16B. Resolvers 20A and 20B are provided for feedback.

  The planetary gear speed reducers 12A and 12B include sun gears 21A and 21B, a plurality of planetary gears 22A and 22B meshed with the sun gear 21, planetary carriers 23A and 23B that support the planetary gears 22A and 22B, and planetary gears. Ring gears 24A and 24B meshed with the outer peripheral sides of 22A and 22B, and the driving forces of the electric motors 2A and 2B are input from the sun gears 21A and 21B, and the reduced driving force is output through the planetary carriers 23A and 23B. It is like that.

  The sun gears 21A and 21B are formed integrally with the cylindrical shafts 16A and 16B. Further, for example, as shown in FIG. 3, the planetary gears 22A and 22B include large-diameter first pinions 26A and 26B that are directly meshed with the sun gears 21A and 21B, and a second pinion having a smaller diameter than the first pinions 26A and 26B. The first and second pinions 26A and 26B and the second pinions 27A and 27B are integrally formed in a state of being coaxially and offset in the axial direction. The planetary gears 22A and 22B are supported by the planetary carriers 23A and 23B, and the planetary carriers 23A and 23B are supported so as to be integrally rotatable with the axially inner ends extending inward in the radial direction and being spline-fitted to the axles 10A and 10B. Along with the bearings 33A and 33B, the intermediate walls 18A and 18B are supported.

  The intermediate walls 18A and 18B separate the motor housing space for housing the motors 2A and 2B and the speed reducer space for housing the planetary gear type speed reducers 12A and 12B, and the axial distance from the outer diameter side to the inner diameter side. It is configured to bend so as to spread. Bearings 33A and 33B for supporting the planetary carriers 23A and 23B are arranged on the inner diameter side of the intermediate walls 18A and 18B and on the planetary gear type speed reducers 12A and 12B, and the outer diameter side of the intermediate walls 18A and 18B. In addition, bus rings 41A and 41B for the stators 14A and 14B are arranged on the side of the electric motors 2A and 2B (see FIG. 2).

  The ring gears 24A and 24B are disposed opposite to each other at gears 28A and 28B whose inner peripheral surfaces are meshed with the second pinions 27A and 27B having a small diameter, and smaller in diameter than the gear parts 28A and 28B, at an intermediate position of the speed reducer case 11. Small-diameter portions 29A and 29B, and connecting portions 30A and 30B that connect the axially inner ends of the gear portions 28A and 28B and the axially outer ends of the small-diameter portions 29A and 29B in the radial direction. . In the case of this embodiment, the maximum radii of the ring gears 24A and 24B are set to be smaller than the maximum distance from the center of the axles 10A and 10B of the first pinions 26A and 26B. The small diameter portions 29A and 29B are spline-fitted to an inner race 51 of a one-way clutch 50, which will be described later, and the ring gears 24A and 24B are configured to rotate integrally with the inner race 51 of the one-way clutch 50.

  By the way, a cylindrical space is secured between the speed reducer case 11 and the ring gears 24A and 24B, and hydraulic brakes 60A and 60B that constitute braking means for the ring gears 24A and 24B are provided in the space portions in the first pinion 26A, It wraps in the radial direction with 26B and wraps in the axial direction with the second pinions 27A and 27B. The hydraulic brakes 60A and 60B include a plurality of fixed plates 35A and 35B that are spline-fitted to the inner peripheral surface of a cylindrical outer diameter side support portion 34 that extends in the axial direction on the inner diameter side of the speed reducer case 11, a ring gear 24A, A plurality of rotating plates 36A, 36B that are spline-fitted on the outer peripheral surface of 24B are alternately arranged in the axial direction, and these plates 35A, 35B, 36A, 36B are fastened and released by the annular pistons 37A, 37B. It is like that. The pistons 37 </ b> A and 37 </ b> B are formed between the left and right dividing walls 39 extending from the intermediate position of the reduction gear case 11 to the inner diameter side, and the outer diameter side support portion 34 and the inner diameter side support portion 40 connected by the left and right division walls 39. The pistons 37A and 37B are moved forward by introducing high pressure oil into the cylinder chambers 38A and 38B, and the oil is discharged from the cylinder chambers 38A and 38B. The pistons 37A and 37B are moved backward. The hydraulic brakes 60A and 60B are connected to an electric oil pump 70 disposed between the support portions 13a and 13b of the frame member 13 described above, as shown in FIG.

  More specifically, the pistons 37A and 37B have first piston walls 63A and 63B and second piston walls 64A and 64B in the axial direction, and the piston walls 63A, 63B, 64A and 64B are cylindrical. Are connected by inner peripheral walls 65A and 65B. Therefore, an annular space that opens radially outward is formed between the first piston walls 63A and 63B and the second piston walls 64A and 64B. This annular space is formed on the inner periphery of the outer wall of the cylinder chambers 38A and 38B. It is partitioned in the axial direction left and right by partition members 66A and 66B fixed to the surface. A space between the left and right dividing walls 39 of the speed reducer case 11 and the second piston walls 64A and 64B is a first working chamber S1 (see FIG. 5) into which high-pressure oil is directly introduced, and the partition members 66A and 66B and the first piston wall A space between 63A and 63B is a second working chamber S2 (see FIG. 5) that is electrically connected to the first working chamber S1 through a through hole formed in the inner peripheral walls 65A and 65B. The second piston walls 64A and 64B and the partition members 66A and 66B are electrically connected to the atmospheric pressure.

  In the hydraulic brakes 60A and 60B, oil is introduced into the first working chamber S1 and the second working chamber S2 from a hydraulic circuit 71, which will be described later, and acts on the first piston walls 63A and 63B and the second piston walls 64A and 64B. The fixed plates 35A and 35B and the rotating plates 36A and 36B can be pressed against each other by the pressure of. Therefore, since the large pressure receiving area can be gained by the first and second piston walls 63A, 63B, 64A, 64B on the left and right in the axial direction, the fixing plates 35A, 35B A large pressing force against the rotating plates 36A and 36B can be obtained.

  In the case of the hydraulic brakes 60A and 60B, the fixed plates 35A and 35B are supported by the outer diameter side support portion 34 extending from the reduction gear case 11, while the rotation plates 36A and 36B are supported by the ring gears 24A and 24B. When the plates 35A, 35B, 36A, and 36B are pressed by the pistons 37A and 37B, the frictional engagement between the plates 35A, 35B, 36A, and 36B causes a braking force to be applied to the ring gears 24A and 24B, thereby fixing them. When the fastening by the pistons 37A and 37B is released, the ring gears 24A and 24B are allowed to freely rotate.

  Also, a space is secured between the coupling portions 30A and 30B of the ring gears 24A and 24B facing each other in the axial direction, and only power in one direction is transmitted to the ring gears 24A and 24B in the space to transmit power in the other direction. A one-way clutch 50 is arranged to be shut off. The one-way clutch 50 has a large number of sprags 53 interposed between an inner race 51 and an outer race 52. The inner race 51 is connected to the small diameter portions 29A, 29B of the ring gears 24A, 24B by spline fitting. It is configured to rotate integrally. The outer race 52 is positioned by the inner diameter side support portion 40 and is prevented from rotating. The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle 3 moves forward with the power of the electric motors 2A and 2B. More specifically, the one-way clutch 50 is engaged when rotational power in the forward direction on the motors 2A, 2B side (rotation direction when the vehicle 3 is advanced) is input to the wheel Wr side. When the rotational power in the reverse direction on the electric motors 2A and 2B is input to the wheels Wr, the non-engagement state is established, and when the rotational power in the forward direction on the wheels Wr is input to the electric motors 2A and 2B, it is not engaged. The engaged state is established when the rotating power in the reverse direction on the wheel Wr side is input to the electric motors 2A, 2B while being engaged.

  Thus, in the rear wheel drive device 1 of the present embodiment, the one-way clutch 50 and the hydraulic brakes 60A and 60B are provided in parallel on the power transmission path between the electric motors 2A and 2B and the wheels Wr.

Next, a hydraulic circuit constituting the hydraulic control device of the rear wheel drive device 1 will be described with reference to FIGS.
The hydraulic circuit 71 supplies the oil sucked from the suction port 70a disposed in the oil pan 80 (first oil reservoir) and discharged from the electric oil pump 70 to the low pressure oil path switching valve 73 and the brake oil path switching valve 74. The first brake chamber S1 of the hydraulic brakes 60A and 60B is configured to be capable of being refueled via the low pressure oil passage switching valve 73, and the motors 2A and 2B and the planetary gear speed reducers 12A and 12B are lubricated and cooled. It is comprised so that supply to the part 91 is possible. The electric oil pump 70 can be operated (operated) in at least two modes of a high pressure mode and a low pressure mode by an electric motor 90 composed of a position sensorless brushless DC motor, and is controlled by PID control. Reference numeral 92 denotes a pressure sensor that detects the hydraulic pressure in the brake fluid passage 77. The hydraulic circuit 71 is also provided with a temperature sensor (not shown).

  The low-pressure oil passage switching valve 73 includes a first line oil passage 75a on the electric oil pump 70 side constituting the line oil passage 75 and a second line oil passage 75b on the brake oil passage switching valve 74 side constituting the line oil passage 75. And a first low-pressure oil passage 76 a communicating with the lubrication / cooling unit 91 and a second low-pressure oil passage 76 b communicating with the lubrication / cooling unit 91. Further, the low-pressure oil passage switching valve 73 allows the first line oil passage 75a and the second line oil passage 75b to always communicate with each other and the line oil passage 75 is selectively used as the first low-pressure oil passage 76a or the second low-pressure oil passage 76b. A valve body 73a that communicates with the valve body 73a, a spring 73b that urges the valve body 73a in a direction that communicates the line oil passage 75 and the first low-pressure oil passage 76a (rightward in FIG. 5), and a valve body 73a that communicates with the line oil passage. And an oil chamber 73c that presses the line oil passage 75 and the second low-pressure oil passage 76b in a direction (leftward in FIG. 5) in communication with the oil pressure of 75. Therefore, the valve element 73a is urged by the spring 73b in a direction (rightward in FIG. 5) that connects the line oil passage 75 and the first low-pressure oil passage 76a, and is input to the oil chamber 73c at the right end in the drawing. The oil pressure of the line oil passage 75 is pressed in a direction (leftward in FIG. 5) that connects the line oil passage 75 and the second low-pressure oil passage 76b.

  Here, the urging force of the spring 73b is, as shown in FIG. 6A, the valve body in the oil pressure of the line oil passage 75 that is input to the oil chamber 73c when the electric oil pump 70 is operated in the low pressure mode described later. 73a does not move, and the line oil passage 75 is cut off from the second low pressure oil passage 76b and communicated with the first low pressure oil passage 76a (hereinafter, the position of the valve body 73a in FIG. 6), when the electric oil pump 70 is operated in the high pressure mode, which will be described later, in the oil pressure of the line oil passage 75 that is input to the oil chamber 73c, as shown in FIG. The line oil passage 75 is set so as to be disconnected from the first low pressure oil passage 76a and communicated with the second low pressure oil passage 76b (hereinafter, the position of the valve body 73a in FIG. 6B is referred to as a high pressure side position). ).

  The brake oil passage switching valve 74 includes a second line oil passage 75 b constituting the line oil passage 75, a brake oil passage 77 connected to the hydraulic brakes 60 </ b> A and 60 </ b> B, and a reservoir 79 (first 2 oil reservoir). Further, the brake oil passage switching valve 74 connects and disconnects the second line oil passage 75b and the brake oil passage 77, and shuts off the valve body 74a from the second line oil passage 75b and the brake oil passage 77. Spring 74b urging in the direction (rightward in FIG. 5) and the direction in which the valve body 74a communicates with the second line oil passage 75b and the brake oil passage 77 by the oil pressure of the line oil passage 75 (leftward in FIG. 5) And an oil chamber 74c that presses the Therefore, the valve body 74a is urged by the spring 74b in a direction (to the right in FIG. 5) that blocks the second line oil passage 75b and the brake oil passage 77, and is input to the oil chamber 74c. The hydraulic pressure of 75 enables the second line oil passage 75b and the brake oil passage 77 to be pressed in a direction (leftward in FIG. 5).

  The urging force of the spring 74b is the hydraulic pressure of the line oil passage 75 that is input to the oil chamber 74c while the electric oil pump 70 is operating in the low pressure mode and the high pressure mode. 7 (b), the brake oil passage 77 is cut off from the high-position drain 78 and communicated with the second line oil passage 75b. That is, regardless of whether the electric oil pump 70 is operated in the low pressure mode or the high pressure mode, the oil pressure of the line oil passage 75 input to the oil chamber 74c exceeds the urging force of the spring 74b, and the brake oil passage 77 is increased. Shut off from the position drain 78 and communicate with the second line oil passage 75b.

  In a state where the second line oil passage 75 b and the brake oil passage 77 are disconnected, the hydraulic brakes 60 </ b> A and 60 </ b> B are communicated with the storage portion 79 via the brake oil passage 77 and the high position drain 78. Here, the reservoir 79 is higher in the vertical direction than the oil pan 80, more preferably, the vertical uppermost portion of the reservoir 79 is the uppermost vertical direction of the first working chamber S1 of the hydraulic brakes 60A and 60B. It arrange | positions so that it may become a position higher in the vertical direction than the middle dividing point with the lowest vertical direction. Therefore, when the brake oil passage switching valve 74 is closed, the oil stored in the first working chamber S1 of the hydraulic brakes 60A and 60B is not directly discharged to the oil pan 80 but is discharged to the storage unit 79. Configured to be stored. The oil overflowing from the reservoir 79 is configured to be discharged to the oil pan 80. In addition, the storage portion side end portion 78 a of the high position drain 78 is connected to the bottom surface of the storage portion 79.

  The oil chamber 74 c of the brake oil passage switching valve 74 is connectable to a second line oil passage 75 b constituting the line oil passage 75 via a pilot oil passage 81 and a solenoid valve 83. The solenoid valve 83 is an electromagnetic three-way valve controlled by the ECU 45, and the second line oil passage 75 b is connected to the pilot oil passage 81 when the ECU 45 is not energized to the solenoid 174 (see FIG. 8). Then, the oil pressure of the line oil passage 75 is input to the oil chamber 74c.

  As shown in FIG. 8, the solenoid valve 83 is provided on a three-way valve member 172 and a case member 173, and is energized by receiving a power supplied via a cable (not shown) and a solenoid 174. A solenoid valve body 175 that is pulled right by receiving an exciting force, a solenoid spring 176 that is housed in a spring holding recess 173a formed at the center of the case member 173, and biases the solenoid valve body 175 leftward, A guide member 177 which is provided in the direction valve member 172 and slidably guides the advancement / retraction of the solenoid valve body 175.

  The three-way valve member 172 is a substantially bottomed cylindrical member, and includes a right concave hole 181 formed from the right end portion to the substantially middle portion along the center line, and from the left end portion also along the center line. A left concave hole 182 formed up to the vicinity of the right concave hole 181, and a first radial hole formed along the direction orthogonal to the center line between the right concave hole 181 and the left concave hole 182 183, a second radial hole 184 that communicates with a substantially middle portion of the right concave hole 181 and is formed along a direction orthogonal to the center line, and a left concave hole 182 that is formed along the center line. A first axial hole 185 that communicates with the first radial hole 183, and a second axial hole 186 that is formed along the center line and communicates with the first radial hole 183 and the right concave hole 181. Have.

  A ball 187 that opens and closes the first axial hole 185 is placed in the bottom of the left concave hole 182 of the three-way valve member 172 so as to be movable in the left-right direction, and on the inlet side of the left concave hole 182 A cap 188 for restricting the detachment of the ball 187 is fitted. The cap 188 has a through hole 188a that communicates with the first axial hole 185 along the center line.

  Further, the second axial hole 186 is opened and closed by contact or non-contact of the root portion of the open / close projection 175a formed at the left end portion of the solenoid valve body 175 that moves left and right. The ball 187 that opens and closes the first axial hole 185 is moved to the left and right by the tip of the opening and closing protrusion 175a of the solenoid valve body 175 that moves left and right.

  In the solenoid valve 83, the solenoid valve body 175 is moved to the left by receiving the urging force of the solenoid spring 176 as shown in FIG. 8A by deenergizing the solenoid 174 (no power supply). When the tip of the opening / closing protrusion 175a of the solenoid valve body 175 pushes the ball 187, the first axial hole 185 is opened, and the root of the opening / closing protrusion 175a of the solenoid valve body 175 is the second axial hole 186. , The second axial hole 186 is closed. Accordingly, the second line oil passage 75b constituting the line oil passage 75 communicates with the oil chamber 74c from the first axial hole 185 and the first radial hole 183 via the pilot oil passage 81 (hereinafter, FIG. 8). (A) The position of the solenoid valve body 175 may be referred to as a valve opening position.)

  Further, by energizing the solenoid 174 (power supply), the solenoid valve body 175 moves to the right against the urging force of the solenoid spring 176 by receiving the exciting force of the solenoid 174 as shown in FIG. When the oil pressure from the through hole 188a pushes the ball 187, the first axial hole 185 is closed, and the root portion of the opening / closing protrusion 175a of the solenoid valve body 175 is separated from the second axial hole 186, The second axial hole 186 is opened. Thereby, the oil stored in the oil chamber 74c is discharged to the oil pan 80 through the first radial hole 183, the second axial hole 186, and the second radial hole 184, and the second line oil passage 75b. And the pilot oil passage 81 are shut off (hereinafter, the position of the solenoid valve body 175 in FIG. 8B may be referred to as a valve closing position).

  Returning to FIG. 5, in the hydraulic circuit 71, the first low-pressure oil passage 76 a and the second low-pressure oil passage 76 b merge on the downstream side to form a common low-pressure common oil passage 76 c. When the line pressure of the low pressure common oil passage 76c becomes equal to or higher than a predetermined pressure, the relief valve 84 is connected to discharge the oil in the low pressure common oil passage 76c to the oil pan 80 through the relief drain 86 and reduce the oil pressure. ing.

  Here, as shown in FIG. 6, orifices 85a and 85b as flow path resistance means are formed in the first low pressure oil passage 76a and the second low pressure oil passage 76b, respectively. The orifice 85a is configured to have a larger diameter than the orifice 85b of the second low-pressure oil passage 76b. Therefore, the flow resistance of the second low pressure oil passage 76b is larger than the flow resistance of the first low pressure oil passage 76a, and the amount of pressure reduction in the second low pressure oil passage 76b when the electric oil pump 70 is operating in the high pressure mode is The pressure reduction amount in the first low-pressure oil passage 76a during operation of the electric oil pump 70 in the low-pressure mode is greater, and the oil pressure in the low-pressure common oil passage 76c in the high-pressure mode and the low-pressure mode is substantially equal.

  Thus, the low-pressure oil passage switching valve 73 connected to the first low-pressure oil passage 76a and the second low-pressure oil passage 76b is more than the oil pressure in the oil chamber 73c when the electric oil pump 70 is operating in the low-pressure mode. The urging force of the spring 73b wins, and the urging force of the spring 73b causes the valve body 73a to be positioned at the low pressure side position, blocking the line oil passage 75 from the second low pressure oil passage 76b and communicating with the first low pressure oil passage 76a. The oil flowing through the first low-pressure oil passage 76a is subjected to flow resistance by the orifice 85a and is depressurized, and reaches the lubrication / cooling section 91 via the low-pressure common oil passage 76c. On the other hand, when the electric oil pump 70 is operating in the high pressure mode, the oil pressure in the oil chamber 73c is greater than the urging force of the spring 73b, and the valve element 73a is positioned at the high pressure side position against the urging force of the spring 73b. The line oil passage 75 is cut off from the first low-pressure oil passage 76a and communicated with the second low-pressure oil passage 76b. The oil flowing through the second low-pressure oil passage 76b is depressurized by the orifice 85b due to a larger passage resistance than the orifice 85a, and reaches the lubrication / cooling section 91 via the low-pressure common oil passage 76c.

  Therefore, when the electric oil pump 70 is switched from the low pressure mode to the high pressure mode, the oil passage having the small flow resistance is automatically switched from the oil passage having the small flow resistance to the oil passage having the large flow resistance in accordance with the change in the oil pressure of the line oil passage 75. It is suppressed that excessive oil is supplied to the lubrication / cooling unit 91 in the mode.

  A plurality of orifices 85c as other flow path resistance means are provided in the oil path from the low pressure common oil path 76c to the lubrication / cooling unit 91. The plurality of orifices 85c are set so that the minimum flow passage cross-sectional area of the orifice 85a of the first low-pressure oil passage 76a is smaller than the minimum flow passage cross-sectional area of the plurality of orifices 85c. That is, the flow resistance of the orifice 85a of the first low-pressure oil passage 76a is set larger than the flow resistance of the plurality of orifices 85c. At this time, the minimum channel cross-sectional area of the plurality of orifices 85c is the sum of the minimum channel cross-sectional areas of the respective orifices 85c. Thereby, it is possible to adjust the flow of a desired flow rate through the orifice 85a of the first low-pressure oil passage 76a and the orifice 85b of the second low-pressure oil passage 76b.

  Here, the ECU 45 (see FIG. 1) is a control device for performing various controls of the entire vehicle. The ECU 45 is input with vehicle speed, steering angle, accelerator pedal opening AP, shift position, SOC, and the like. From the ECU 45, a signal for controlling the internal combustion engine 4, a signal for controlling the electric motors 2A and 2B, a signal indicating a power generation state / charge state / discharge state in the battery 9, a control signal for the solenoid 174 of the solenoid valve 83, electric oil A control signal for controlling the pump 70 is output.

That is, the ECU 45 has at least a function as an electric motor control device for controlling the electric motors 2A and 2B and a function as a connection / disconnection means control device for controlling the hydraulic brakes 60A and 60B as connection / disconnection means. The ECU 45 as the connection / disconnection means control device controls the electric oil pump 70 and the solenoid 174 of the solenoid valve 83 based on the driving state of the electric motors 2A, 2B and / or the driving command (driving signal) of the electric motors 2A, 2B. The electric oil pump 70 may be controlled by rotational speed control or torque control, and is based on the target hydraulic pressure in the first working chamber S1 and the second working chamber S2. Furthermore, it is preferable that the determination is made based on the actual hydraulic pressure and the target hydraulic pressure in the first working chamber S1 and the second working chamber S2 detected from the pressure sensor 92. Instead of the actual oil pressure from the pressure sensor 92, the estimated oil pressure obtained by the oil pressure estimating means may be used.

Next, the operation of the hydraulic circuit 71 of the rear wheel drive device 1 will be described.
FIG. 5 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are released while the vehicle is stopped. In this state, the ECU 45 does not operate the electric oil pump 70. Thereby, the valve body 73a of the low pressure oil passage switching valve 73 is located at the low pressure side position, the valve body 74a of the brake oil passage switching valve 74 is located at the valve closing position, and no hydraulic pressure is supplied to the hydraulic circuit 71. .

  FIG. 9 shows a state in which the hydraulic brakes 60A and 60B are released during traveling of the vehicle. In this state, the ECU 45 operates the electric oil pump 70 in the low pressure mode. Further, the ECU 45 energizes the solenoid 174 of the solenoid valve 83, and the second line oil passage 75b and the pilot oil passage 81 are shut off. Thus, the valve body 74a of the brake oil passage switching valve 74 is positioned at the valve closing position by the urging force of the spring 74b, and the second line oil passage 75b and the brake oil passage 77 are shut off, and the brake oil passage 77 and The high position drain 78 is communicated, and the hydraulic brakes 60A and 60B are released. The brake oil passage 77 is connected to the storage portion 79 via a high position drain 78.

  Further, the low pressure oil passage switching valve 73 has a biasing force of the spring 73b larger than the oil pressure of the line oil passage 75 operating in the low pressure mode of the electric oil pump 70 inputted to the oil chamber 73c at the right end in the figure. The body 73a is located at the low-pressure side position, and the line oil passage 75 is cut off from the second low-pressure oil passage 76b and communicated with the first low-pressure oil passage 76a. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 a through the first low-pressure oil passage 76 a and supplied to the lubrication / cooling unit 91.

  FIG. 10 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are weakly engaged. The weak engagement means a state in which power can be transmitted but is fastened with a weak fastening force with respect to the fastening force of the hydraulic brakes 60A and 60B. At this time, the ECU 45 operates the electric oil pump 70 in the low pressure mode. Further, the ECU 45 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are weakly engaged.

  At this time, the low-pressure oil passage switching valve 73 is operated in the low-pressure mode of the electric oil pump 70 in which the urging force of the spring 73b is input to the oil chamber 73c at the right end in the figure, similarly to the release of the hydraulic brakes 60A and 60B. Since it is larger than the hydraulic pressure of the inner line oil passage 75, the valve body 73a is positioned at the low pressure side position, and the line oil passage 75 is cut off from the second low pressure oil passage 76b and communicated with the first low pressure oil passage 76a. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 a through the first low-pressure oil passage 76 a and supplied to the lubrication / cooling unit 91.

  FIG. 11 shows the hydraulic circuit 71 in a state where the hydraulic brakes 60A and 60B are engaged. At this time, the ECU 45 operates the electric oil pump 70 in the high pressure mode. Further, the ECU 45 deenergizes the solenoid 174 of the solenoid valve 83 and inputs the hydraulic pressure of the second line oil passage 75 b to the oil chamber 74 c at the right end of the brake oil passage switching valve 74. As a result, the hydraulic pressure in the oil chamber 74c is superior to the urging force of the spring 74b, the valve body 74a is positioned at the valve open position, the brake oil passage 77 and the high position drain 78 are shut off, and the second line oil passage. 75b and the brake oil passage 77 are communicated, and the hydraulic brakes 60A and 60B are fastened.

  Since the oil pressure of the line oil passage 75 input to the oil chamber 73c at the right end in the figure when the electric oil pump 70 is operating in the high pressure mode of the electric oil pump 70 is larger than the urging force of the spring 73b, the low pressure oil passage switching valve 73 Located at the high pressure side position, the line oil passage 75 is blocked from the first low pressure oil passage 76a and communicated with the second low pressure oil passage 76b. As a result, the oil in the line oil passage 75 is depressurized by the orifice 85 b through the second low-pressure oil passage 76 b and supplied to the lubrication / cooling unit 91.

  In this way, the ECU 45 controls the operation mode (operating state) of the electric oil pump 70 and the opening and closing of the solenoid valve 83 to release or fasten the hydraulic brakes 60A and 60B, and the motors 2A and 2B and the wheels Wr. It is possible to control the fastening force of the hydraulic brakes 60 </ b> A and 60 </ b> B while switching between the closed state and the connected state.

FIG. 12 is a graph showing load characteristics of the electric oil pump 70.
As shown in FIG. 12, in the low pressure mode (hydraulic pressure PL) compared to the high pressure mode (hydraulic pressure PH), the power of the electric oil pump 70 is reduced to about 1/4 to 1/5 while maintaining the oil supply flow rate. Can be reduced. That is, the load of the electric oil pump 70 is small in the low pressure mode, and the power consumption of the electric motor 90 that drives the electric oil pump 70 can be reduced compared to the high pressure mode.

  FIG. 13 shows the relationship between the front wheel drive device 6 and the rear wheel drive device 1 in each vehicle state, including the operating states of the electric motors 2A and 2B and the state of the hydraulic circuit 71. In the figure, the front unit is a front wheel drive device 6, the rear unit is a rear wheel drive device 1, the rear motor is an electric motor 2A, 2B, EOP is an electric oil pump 70, SOL is a solenoid 174, OWC is a one-way clutch 50, and BRK is a hydraulic brake. 60A and 60B are represented. 14 to 19 show speed collinear charts in each state of the rear wheel drive device 1, and S and C on the left side are the sun gear 21A and the axle 10A of the planetary gear type reduction gear 12A connected to the electric motor 2A, respectively. Planetary carrier 23A connected, S and C on the right are sun gear 21B of planetary gear speed reducer 12B connected to electric motor 2B, planetary carrier 23B connected to axle 10B, R are ring gears 24A, 24B, BRK is hydraulic The brakes 60 </ b> A, 60 </ b> B, and OWC represent the one-way clutch 50. In the following description, the rotation direction of the sun gears 21A and 21B when the vehicle moves forward with the electric motors 2A and 2B is assumed to be the forward direction. Also, in the figure, from the stationary state, the upper direction is forward rotation and the lower direction is reverse rotation, and the arrow indicates forward torque and the lower direction indicates reverse torque.

  While the vehicle is stopped, neither the front wheel drive device 6 nor the rear wheel drive device 1 is driven. Therefore, as shown in FIG. 14, since the motors 2A and 2B of the rear wheel drive device 1 are stopped and the axles 10A and 10B are also stopped, no torque acts on any of the elements. When the vehicle is stopped, the hydraulic circuit 71 is hydraulically operated because the electric oil pump 70 is not in operation and the solenoid 174 of the solenoid valve 83 is not energized, as shown in FIG. The brakes 60A and 60B are released (OFF). The one-way clutch 50 is not engaged (OFF) because the motors 2A and 2B are not driven.

  Then, after the ignition is turned on, the rear wheel drive device 1 performs the rear wheel drive at the forward low vehicle speed with good motor efficiency such as EV start and EV cruise. As shown in FIG. 15, when the electric motors 2A and 2B are driven to rotate in the forward direction, forward torque is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is engaged and the ring gears 24A and 24B are locked. As a result, the planetary carriers 23A and 23B rotate in the forward direction and travel forward. In addition, traveling resistance from the axles 10A and 10B acts on the planetary carriers 23A and 23B in the reverse direction. Thus, when the vehicle is started, the ignition is turned on and the torque of the electric motors 2A and 2B is increased, whereby the one-way clutch 50 is mechanically engaged and the ring gears 24A and 24B are locked.

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. As described above, when the forward rotational power of the electric motors 2A and 2B is input to the wheel Wr, the one-way clutch 50 is engaged and power can be transmitted only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the motors are also weakly engaged, and the electric motors 2A and 2B and the wheels Wr are connected to each other, so that forward rotational power input from the electric motors 2A and 2B is temporarily received. Therefore, even when the one-way clutch 50 is disengaged due to a decrease in power, it is possible to prevent power transmission from being disabled between the motors 2A, 2B and the wheels Wr. Further, the rotational speed control for connecting the electric motors 2A, 2B and the wheels Wr to the connected state at the time of shifting to deceleration regeneration, which will be described later, becomes unnecessary. The fastening force of the hydraulic brakes 60 </ b> A and 60 </ b> B at this time is a weak fastening force as compared with deceleration regeneration and reverse travel described later. By making the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is engaged smaller than the fastening force of the hydraulic brakes 60A, 60B when the one-way clutch 50 is not engaged, the hydraulic brake 60A , Power consumption for fastening 60B is reduced. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first low-pressure oil passage 76a and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  When the vehicle speed increases from the forward low vehicle speed travel to the forward vehicle speed travel with good engine efficiency, the rear wheel drive by the rear wheel drive device 1 changes to the front wheel drive by the front wheel drive device 6. As shown in FIG. 16, when the power running drive of the electric motors 2A and 2B is stopped, the forward torque to travel forward from the axles 10A and 10B acts on the planetary carriers 23A and 23B. The clutch 50 is disengaged.

  At this time, as shown in FIG. 10, in the hydraulic circuit 71, the electric oil pump 70 operates in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is not energized (OFF), and the hydraulic brakes 60A, 60B Is in a weak fastening state. Thus, when the forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are weakly engaged, and the motors 2A and 2B and the wheels Wr can be connected to each other so that the power can be transmitted. Rotational speed control is not required when shifting to the hour. In addition, the fastening force of the hydraulic brakes 60A and 60B at this time is also a weak fastening force as compared with deceleration regeneration or reverse travel described later. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first low-pressure oil passage 76a and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  When the electric motors 2A and 2B are to be regeneratively driven from the state of FIG. 15, as shown in FIG. 17, forward torque is applied to the planetary carriers 23A and 23B from the axles 10A and 10B. As described above, the one-way clutch 50 is disengaged.

  At this time, as shown in FIG. 11, in the hydraulic circuit 71, the electric oil pump 70 operates in the high pressure mode (Hi), the solenoid 174 of the solenoid valve 83 is deenergized (OFF), and the hydraulic brakes 60A and 60B are turned on. It will be in a fastening state (ON). Accordingly, the ring gears 24A and 24B are fixed, and the regenerative braking torque in the reverse direction acts on the motors 2A and 2B, and the motors 2A and 2B perform deceleration regeneration. Thus, when the forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are fastened, and the motors 2A and 2B and the wheels Wr can be connected to each other so that the power can be transmitted. In this state, the motor 2A By controlling 2B to the regenerative drive state, the energy of the vehicle can be regenerated. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second low-pressure oil passage 76b and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  Subsequently, at the time of acceleration, the front wheel drive device 6 and the rear wheel drive device 1 are driven by four wheels. The rear wheel drive device 1 is in the same state as the forward low vehicle speed shown in FIG. 15, and the hydraulic circuit 71 is also shown in FIG. It will be in the state shown.

  At the forward high vehicle speed, the front wheel drive device 6 drives the front wheels. As shown in FIG. 18, when the electric motors 2A and 2B stop the power running drive, the forward torque to travel forward from the axles 10A and 10B acts on the planetary carriers 23A and 23B. The clutch 50 is disengaged.

  At this time, as shown in FIG. 9, in the hydraulic circuit 71, the electric oil pump 70 is operated in the low pressure mode (Lo), the solenoid 174 of the solenoid valve 83 is energized (ON), and the hydraulic brakes 60A and 60B are released ( OFF). Accordingly, the accompanying rotation of the electric motors 2A and 2B is prevented, and the electric motors 2A and 2B are prevented from over-rotating at the high vehicle speed by the front wheel drive device 6. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85a through the first low-pressure oil passage 76a and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  During reverse travel, as shown in FIG. 19, when the motors 2A and 2B are driven in reverse power running, torque in the reverse direction is applied to the sun gears 21A and 21B. At this time, as described above, the one-way clutch 50 is disengaged.

  At this time, as shown in FIG. 11, in the hydraulic circuit 71, the electric oil pump 70 operates in the high pressure mode (Hi), the solenoid 174 of the solenoid valve 83 is deenergized (OFF), and the hydraulic brakes 60A and 60B are turned on. It will be in a fastening state. Accordingly, the ring gears 24A and 24B are fixed, and the planetary carriers 23A and 23B rotate in the reverse direction to travel backward. Note that traveling resistance from the axles 10A and 10B acts in the forward direction on the planetary carriers 23A and 23B. As described above, when the rotational power in the reverse direction of the electric motors 2A and 2B is input to the wheel Wr, the one-way clutch 50 is disengaged and power transmission is impossible only by the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel with the clutch 50 are fastened, and the electric motors 2A and 2B and the wheels Wr can be connected to each other so that power can be transmitted, and the rotational power of the electric motors 2A and 2B can be maintained. Can reverse the vehicle. Further, in this state, as described above, the oil in the line oil passage 75 is depressurized by the orifice 85b through the second low-pressure oil passage 76b and supplied to the lubrication / cooling section 91, and the lubrication / cooling section 91 is lubricated and cooled. Has been made.

  As described above, the rear wheel drive device 1 receives power from the running state of the vehicle, in other words, whether the rotation direction of the motors 2A, 2B is the forward direction or the reverse direction, and from either the motor side 2A, 2B or the wheel Wr side. Accordingly, the engagement / release of the hydraulic brakes 60A, 60B is controlled, and the engagement force is adjusted even when the hydraulic brakes 60A, 60B are engaged.

  FIG. 20 shows an electric oil pump 70 (EOP) when the vehicle is stopped, EV start → EV acceleration → engine acceleration → deceleration regeneration → medium speed cruise → acceleration → high speed cruise → deceleration regeneration → stop → reverse → stop. ) And one-way clutch 50 (OWC) and hydraulic brakes 60A and 60B (BRK).

  First, until the ignition is turned on and the shift is changed from the P range to the D range and the accelerator pedal is depressed, the electric oil pump 70 is not operated (OFF), the one-way clutch 50 is not engaged (OFF), and the hydraulic pressure is The brakes 60A and 60B maintain a released (OFF) state. From there, when the accelerator pedal is stepped on, EV start and EV acceleration are performed by the rear wheel drive device 1 by rear wheel drive (RWD). At this time, the electric oil pump 70 is operated (Lo) in the low pressure mode, the one-way clutch 50 is engaged (ON), and the hydraulic brakes 60A and 60B are in a weakly engaged state. When the vehicle speed changes from the low vehicle speed range to the medium vehicle speed range and changes from the rear wheel drive to the front wheel drive, ENG traveling (FWD) is performed by the internal combustion engine 4. At this time, the one-way clutch 50 is disengaged (OFF), and the electric oil pump 70 and the hydraulic brakes 60A and 60B are maintained as they are. During deceleration regeneration such as when the brake is stepped on, the electric oil pump 70 operates in the high pressure mode (Hi) while the one-way clutch 50 remains disengaged (OFF), and the hydraulic brakes 60A and 60B are engaged (ON). . During a medium speed cruise by the internal combustion engine 4, the state is the same as the above-described ENG traveling. Subsequently, when the accelerator pedal is further depressed to change from front wheel drive to four wheel drive (AWD), the one-way clutch 50 is engaged (ON) again. When the vehicle speed reaches from the middle vehicle speed range to the high vehicle speed range, the ENG traveling (FWD) by the internal combustion engine 4 is performed again. At this time, the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF) while the electric oil pump 70 is operating (Lo) in the low pressure mode. And at the time of deceleration regeneration, it will be in the state similar to the time of the deceleration regeneration mentioned above. When the vehicle stops, the electric oil pump 70 is not operated (OFF), the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF).

  Subsequently, during reverse travel, the one-way clutch 50 remains disengaged (OFF), the electric oil pump 70 operates (Hi) in the high pressure mode, and the hydraulic brakes 60A and 60B are engaged (ON). When the vehicle stops, the electric oil pump 70 is not operated again (OFF), the one-way clutch 50 is disengaged (OFF), and the hydraulic brakes 60A and 60B are released (OFF).

  As described above, the hydraulic brakes 60A and 60B are maintained in the weakly engaged state at the time of the forward low vehicle speed and the forward vehicle speed, so that the electric motors 2A and 2B can be used even when the drive torque is temporarily reduced in the electric motors 2A and 2B. It becomes possible to prevent the transmission of power between the side and the wheel Wr side. Further, by setting the hydraulic brakes 60A and 60B to a weakly engaged state and keeping the wheel Wr side and the electric motors 2A and 2B sides capable of transmitting power, the rotational speed control is performed when the electric motors 2A and 2B are shifted to the regenerative drive state. Is no longer necessary.

  Further, when the vehicle travels at a high vehicle speed, the hydraulic brakes 60A and 60B are released to prevent the motors 2A and 2B from over-rotating. Since the oil temperature of the hydraulic circuit 71 is sufficiently high at the forward high vehicle speed, the hydraulic brakes 60A and 60B can be fastened even after the shift to deceleration regeneration.

Next, control of the electric oil pump 70 will be described with reference to FIG.
First, the oil temperature sensor 71 detects the oil temperature of the hydraulic circuit 71 (step S1), and then the pressure sensor 92 detects the oil pressure (Ps) of the hydraulic circuit 71 (step S2). Next, the actual rotational speed (Nact) of the electric oil pump 70 is detected (step S3), and the mode is determined (step S4). The mode to be selected corresponds to the vehicle state shown in FIG. 13, the stop mode in which the hydraulic brakes 60A and 60B are released in response to the stop state, the forward low vehicle speed, the forward vehicle speed, and the acceleration state Corresponding to the low vehicle speed / acceleration mode in which the hydraulic brakes 60A, 60B are weakly engaged, high vehicle speed mode in which the hydraulic brakes 60A, 60B are released in response to the high vehicle speed state, and hydraulic pressure in response to the deceleration regeneration state It is classified into a regenerative mode in which the brakes 60A and 60B are engaged, and a reverse mode in which the hydraulic brakes 60A and 60B are engaged in response to the reverse state.

  In the mode determination, first, it is determined whether or not the vehicle is in the stop mode (step S5). As a result, when it is determined that the vehicle is in the stop mode, the rotational speed command value (Ncmd) of the electric oil pump 70 is set to zero in order to stop the electric oil pump 70 (step S6). On the other hand, if it is determined as a mode other than the stop mode as a result of the mode determination, the number of rotations of the electric oil pump 70 necessary for supplying a predetermined amount of oil to the lubrication / cooling unit 91 according to the oil temperature ( Nlc) is calculated (step S7).

  Subsequently, it is determined whether or not the high vehicle speed mode is set (step S8). As a result, in the high vehicle speed mode, the electric motor necessary for supplying a predetermined amount of oil to the lubrication / cooling unit 91 is supplied with the rotational speed command value (Ncmd) of the electric oil pump 70 in order to release the hydraulic brakes 60A and 60B. The rotational speed (Nlc) of the oil pump 70 is set (step S9). As a result, when the hydraulic brakes 60A and 60B transition from the engaged state to the released state, the target hydraulic pressure becomes zero from the low pressure hydraulic pressure (PL), the PID correction value becomes negative, and a predetermined amount of oil is supplied to the lubrication / cooling unit 91. It is avoided that the rotational speed (Nlc) of the electric oil pump 70 necessary for supplying the electric oil pump falls below.

  If the result of step S8 is not the high vehicle speed mode, the target hydraulic pressure (Pt) is calculated (step S10). That is, the predetermined low pressure hydraulic pressure (hydraulic pressure PL in the low pressure mode) in which the hydraulic brakes 60A and 60B are in a weak engagement state is calculated in the low vehicle speed / acceleration mode, and the hydraulic brakes 60A and 60B in the regenerative mode or the reverse mode. A predetermined high pressure hydraulic pressure (hydraulic pressure PH in the high pressure mode) that is in the engaged state is calculated.

Next, a differential pressure (ΔP) obtained by subtracting the hydraulic pressure (Ps) of the hydraulic circuit 71 detected by the pressure sensor 92 from the calculated target hydraulic pressure (Pt) is calculated (step S11), and the PID of the differential pressure (ΔP) is calculated.
A PID correction value (Pc), which is a correction value, is calculated (step S12). Then, the rotational speed (Nc1) of the electric oil pump 70 corresponding to the PID correction value (Pc) is calculated based on the conversion relationship obtained in advance (step S13), and a predetermined amount of oil is supplied to the lubrication / cooling unit 91. The value obtained by adding the number of rotations (Nc1) of the electric oil pump 70 corresponding to the PID correction value (Pc) to the number of rotations (Nlc) of the electric oil pump 70 necessary for the operation is a command value for the number of rotations of the electric oil pump 70 (Ncmd) is set (step S14). Thus, by adding the rotation speed (Nlc) of the electric oil pump 70 necessary for supplying a predetermined amount of oil to the lubrication / cooling unit 91, deterioration of responsiveness due to feedback communication delay is suppressed.

  As described above, according to the present embodiment, the ECU 45 connects the electric motors 2A, 2B and the wheels Wr when the forward rotational power of the electric motors 2A, 2B is input to the wheels Wr. The hydraulic brakes 60A and 60B are fastened so as to be in a state. When only the transmission of rotational power is considered, the one-way clutch 50 is engaged when the forward rotational power on the motors 2A, 2B side is input to the wheel Wr side, and the power transmission is performed only by the one-way clutch 50. Although it is possible, the hydraulic brakes 60A and 60B are also fastened in parallel, and the electric motors 2A and 2B and the wheels Wr are connected to each other so that the forward rotational power input from the electric motors 2A and 2B is temporarily received. Thus, it is possible to prevent the one-way clutch 50 from being disengaged and becoming unable to transmit power, such as when the speed is lowered. In addition, since the one-way clutch 50 is provided in parallel with the hydraulic brakes 60A and 60B, the one-way clutch 50 is engaged when the forward rotational power on the motors 2A and 2B side is input to the wheels Wr. As a result, a delay in response can be prevented, and the fastening force of the hydraulic brakes 60A and 60B can be reduced and the fastening time can be shortened.

  Further, according to the present embodiment, the ECU 45 causes the electric motors 2A, 2B and the wheel Wr to be connected when the forward rotational power on the wheel Wr side is input to the electric motors 2A, 2B. In addition, the hydraulic brakes 60A and 60B are fastened, and the electric motors 2A and 2B are controlled to be in a regenerative drive state or controlled to be in a non-drive state. When the forward rotational power on the wheel Wr side is input to the motors 2A and 2B, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel are fastened and the electric motors 2A and 2B and the wheels Wr are connected to each other, so that the power can be transmitted. By controlling the electric motors 2A and 2B in the regenerative drive state in this state, the energy of the vehicle 3 can be regenerated. In addition, when controlling the electric motors 2A and 2B to the non-driving state, the hydraulic brakes 60A and 60B are fastened so that when the electric motors 2A and 2B are shifted to the regenerative driving state, Rotational speed control for connecting the wheel Wr side is not necessary, and the responsiveness of the rear wheel drive device 1 is improved.

  Further, according to the present embodiment, the ECU 45 can control the fastening force of the hydraulic brakes 60A, 60B in the engaged state, and when the forward rotational power on the wheel Wr side is input to the motors 2A, 2B side. The fastening force of the hydraulic brakes 60A and 60B when the electric motors 2A and 2B are in the non-driven state is controlled to be weaker than the fastening force of the hydraulic brakes 60A and 60B when the electric motors 2A and 2B are in the regenerative drive state. When forward rotational power on the wheel Wr side is input to the electric motors 2A and 2B, that is, when the one-way clutch 50 is in a non-engaged state, the electric motors 2A and 2B are controlled to be in a regenerative drive state in this state. Since a large load due to regeneration is generated in the motors 2A and 2B, it is necessary to strongly tighten the hydraulic brakes 60A and 60B in order to keep the wheel Wr side and the motors 2A and 2B side in a connected state. When the driving state is controlled, a large load is not generated, so it is not necessary to strongly tighten the hydraulic brakes 60A and 60B, and the tightening force of the hydraulic brakes 60A and 60B when the electric motors 2A and 2B are controlled to the non-driving state is regenerated. By making it weaker than in the case of controlling to the driving state, it is possible to reduce energy consumption for fastening the hydraulic brakes 60A and 60B.

  Further, according to the present embodiment, the ECU 45 uses the fastening force of the hydraulic brakes 60A and 60B when the forward rotational power on the electric motors 2A and 2B side is input to the wheel Wr side in the forward direction on the wheel Wr side. Rotational power is input to the electric motors 2A and 2B, and control is performed so as to be weaker than the fastening force of the hydraulic brakes 60A and 60B when controlling the electric motors 2A and 2B to the regenerative drive state. Since the one-way clutch 50 and the hydraulic brakes 60A, 60B are provided in parallel, when the forward rotational power on the motors 2A, 2B side is input to the wheel Wr side, that is, the one-way clutch 50 is engaged. When the rotational force in the forward direction on the wheel Wr side is input to the electric motors 2A and 2B and the ECU 45 controls the electric motors 2A and 2B to the regenerative drive state, that is, one direction It becomes possible to make it weaker than the fastening force of the hydraulic brakes 60A and 60B when the clutch 50 is in the non-engaged state, and energy consumption for fastening of the hydraulic brakes 60A and 60B can be reduced.

  Further, according to the present embodiment, the ECU 45 causes the electric motors 2A, 2B and the wheels Wr to be connected when the rotational power in the reverse direction of the electric motors 2A, 2B is input to the wheels Wr. The hydraulic brakes 60A and 60B are fastened. When the rotational power in the reverse direction of the electric motors 2A and 2B is input to the wheel Wr, the one-way clutch 50 is disengaged and power transmission is impossible only with the one-way clutch 50. The hydraulic brakes 60A and 60B provided in parallel are fastened and the electric motors 2A and 2B and the wheels Wr are connected to each other, so that the power can be transmitted and the vehicle can be moved backward.

  Further, according to the present embodiment, the ECU 45 applies the fastening force of the hydraulic brakes 60A, 60B when the forward rotational power on the motors 2A, 2B side is input to the wheels Wr side to the reverse of the motors 2A, 2B side. Control is performed so as to be weaker than the fastening force of the hydraulic brakes 60A and 60B when the rotational power in the direction is input to the wheel Wr side. Since the one-way clutch 50 and the hydraulic brakes 60A, 60B are provided in parallel, when the forward rotational power on the motors 2A, 2B side is input to the wheel Wr side, that is, the one-way clutch 50 is engaged. The hydraulic brakes 60A, 60B at the time of the rotation of the hydraulic brakes 60A, 60B when the rotational power in the reverse direction of the electric motors 2A, 2B is input to the wheels Wr, that is, the one-way clutch 50 is in the disengaged state. , 60B can be made weaker than the fastening force, and energy consumption for fastening the hydraulic brakes 60A, 60B can be reduced.

Further, according to the present embodiment, the hydraulic brakes 60A and 60B having oil chambers for storing the oil supplied by the electric oil pump 70 are employed as the connecting and disconnecting means, so that the shape and structure of the oil passages and oil chambers are adopted. Accordingly, the fastening force and the area to which the fastening force is applied can be adjusted. Further, by controlling the electric oil pump 70 based on the driving state of the electric motors 2A and 2B and / or the driving command of the electric motors 2A and 2B, it is possible to suppress an excessive or excessive operation of the electric oil pump 70. Furthermore, by controlling based on the target oil pressure and the actual oil pressure in the oil chamber obtained by the oil pressure sensor 92, the fastening force of the hydraulic brakes 60A and 60B can be controlled more accurately. The connection / disconnection means is not limited to a hydraulic type, and mechanical connection / disconnection means may be used.

  Further, according to the present embodiment, since the one-way clutch 50 and the hydraulic brakes 60A and 60B are provided in parallel, when the electric motors 2A and 2B are driven by powering, that is, the one-way clutch 50 is in the engaged state. The fastening force of the hydraulic brakes 60A and 60B at the time is set to be weaker than the fastening force of the hydraulic brakes 60A and 60B when the electric motor is regeneratively driven or reversely driven, that is, when the one-way clutch 50 is not engaged. Accordingly, the operating state of the electric oil pump 70 when the electric motors 2A and 2B are driven by power is lower than the operating state of the electric oil pump 70 when the electric motors 2A and 2B are driven regeneratively. The operating state of the electric oil pump 70 when the electric motors 2A and 2B are driven by power running is the same as the operation state of the electric oil pump 70 when the electric motors 2A and 2B are driven by reverse power running. By lower than health of-pumped 70, power consumption can be reduced.

Second Embodiment
Next, a second embodiment of the present invention will be described with reference to FIGS. The drive device of the second embodiment has the same configuration except for the arrangement of the rear wheel drive device 1, the hydraulic brake, and the one-way clutch of the first embodiment. The same reference numerals are given and the description thereof is omitted.

  In the rear wheel drive device 1 of the present embodiment, a cylindrical space is secured between the speed reducer case 11 and the ring gear 24A, and the hydraulic brake 60 is radially wrapped with the first pinion 26A in the space, The second pinion 27A is disposed so as to wrap in the axial direction. In the hydraulic brake 60, a plurality of fixed plates 35 that are spline-fitted to the inner peripheral surface of the speed reducer case 11 and a plurality of rotary plates 36 that are spline-fitted to the outer peripheral surface of the ring gear 24A are alternately arranged in the axial direction. These plates 35 and 36 are configured to be fastened and released by an annular piston 37. The piston 37 is accommodated in an annular cylinder chamber 38 formed between the speed reducer case 11, the support wall 45, and the cylindrical support portion 42. The piston 37 is inserted into the cylinder chamber 38 by introduction of high-pressure oil. The piston 37 is moved backward by discharging the oil from the cylinder chamber 38.

  In more detail, the piston 37 has a first piston wall 63 and a second piston wall 64 in the axial direction, and these piston walls 63, 64 are connected by a cylindrical inner peripheral wall 65. Therefore, an annular space that opens radially outward is formed between the first piston wall 63 and the second piston wall 64, and this annular space is a partition fixed to the inner peripheral surface of the outer wall of the cylinder chamber 38. The member 66 is partitioned forward and backward in the axial direction. A first working chamber S1 into which high-pressure oil is directly introduced is formed between the support wall 39 of the reduction gear case 11 and the second piston wall 64, and an inner peripheral wall 65 is formed between the partition member 66 and the first piston wall 63. The second working chamber S2 is connected to the first working chamber S1 through the formed through hole. The second piston wall 64 and the partition member 66 are electrically connected to the atmospheric pressure.

  In the hydraulic brake 60, high-pressure oil is introduced into the first working chamber S <b> 1 and the second working chamber S <b> 2, and the fixed plate 35 and the rotating plate 36 are moved by the oil pressure acting on the first piston wall 63 and the second piston wall 64. They can be pressed against each other. Therefore, since the large pressure receiving area can be gained by the first and second piston walls 63 and 64 in the front and rear in the axial direction, a large pressing force against the fixed plate 35 and the rotating plate 36 can be obtained while the radial area of the piston 37 is suppressed. Obtainable.

  In the case of this hydraulic brake 60, since the fixed plate 35 is supported by the speed reducer case 11 and the rotating plate 36 is supported by the ring gear 24A, when both plates 35, 36 are pressed by the piston 37, both plates When the braking force is applied and fixed to the ring gears 24A and 24B connected to each other by frictional engagement between 35 and 36, and the fastening by the piston 37 is released from this state, the connected ring gears 24A and 24B are free to rotate. Permissible.

  A cylindrical space is also secured between the reduction gear case 11 and the ring gear 24B, and only one direction of power is transmitted to the ring gears 24A and 24B and the power in the other direction is cut off in the space. A clutch 50 is arranged. The one-way clutch 50 has a large number of sprags 53 interposed between an inner race 51 and an outer race 52, and the inner race 51 is configured integrally with the gear portion 28B of the ring gear 24B. The outer race 52 is positioned by the inner peripheral surface of the speed reducer case 11 and is prevented from rotating. The one-way clutch 50 is configured to engage and lock the rotation of the ring gears 24A and 24B when the vehicle moves forward. More specifically, the one-way clutch 50 is engaged when the rotational power in the forward direction of the electric motors 2A and 2B (the rotational direction when moving the vehicle 3 forward) is input to the wheels Wr. 2A, 2B side reverse rotational power is disengaged when input to the wheel Wr side, and wheel Wr side forward rotational power is disengaged when input to the motor 2A, 2B side. When the rotational power in the reverse direction on the wheel Wr side is input to the motors 2A and 2B, the engaged state is established.

  In the rear-wheel drive device 1 configured as described above, the planetary gear speed reducers 12A and 12B face each other in the axial direction at the center, and the ring gear 24A of the planetary gear speed reducer 12A and the ring gear 24B of the planetary gear speed reducer 12B are connected. The coupled ring gears 24 </ b> A and 24 </ b> B are rotatably supported by a cylindrical support portion 42 of the speed reducer case 11 via a bearing 43. Further, one hydraulic brake 60 is provided in the space between the outer diameter side of the planetary gear speed reducer 12A and the speed reducer case 11, and the space between the outer diameter side of the planetary gear speed reducer 12B and the speed reducer case 11 is provided. One one-way clutch 50 is provided in the space, and a piston 37 that operates the hydraulic brake 60 is disposed on the outer diameter side of the bearing 34 between the hydraulic brake 60 and the one-way clutch 50.

  Also in the second embodiment configured as described above, the same functions and functions as those of the rear wheel drive device 1 of the first embodiment are achieved. In addition, since only one one-way clutch 50 and one hydraulic brake 60 are required, the drive unit can be reduced in size and weight, and the number of parts can be reduced.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, the rear wheel drive device 1 of the present embodiment is configured such that the planetary gear type speed reducers 12A and 12B are provided in the two electric motors 2A and 2B, respectively, and the left rear wheel LWr and the right rear wheel RWr are respectively controlled. However, the present invention is not limited to this, and one electric motor 2C and one speed reducer 12C may be connected to a differential device (not shown) as shown in FIG.
For example, the rear wheel drive device 1 of the present embodiment is illustrated as having the planetary gear type speed reducers 12A, 12B on the transmission path between the electric motors 2A, 2B and the rear wheels Wr (RWr, LWr). It is not necessary to provide a transmission such as the planetary gear speed reducers 12A and 12B.
Further, the output shafts of the electric motors 2A and 2B and the axles 10A and 10B do not need to be arranged coaxially.
Further, the front wheel drive device 6 may use the electric motor 5 as a sole drive source without using the internal combustion engine 4.

1 Rear wheel drive system (vehicle drive system)
2A, 2B, 2C Electric motor 10A, 10B Axle 12A, 12B Planetary gear reducer (transmission)
21A, 21B Sun gear (second rotating element)
23A, 23B Planetary carrier (carrier, third rotating element)
24A, 24B Ring gear (first rotating element)
45 ECU (motor control device, connection / disconnection means control device)
50 One-way clutch 60A, 60B, 60 Hydraulic brake (hydraulic connection / disconnection means)
70 Electric oil pump (hydraulic supply source)
71 Hydraulic control device 92 Pressure sensor (hydraulic pressure detecting means)
LWr Left rear wheel (wheel)
RWr Right rear wheel (wheel)
Wr Rear wheel (wheel)
S1 First working chamber (oil chamber)
S2 Second working chamber (oil chamber)

Claims (4)

A vehicle comprising: a first drive device that drives a first drive wheel that is one of a front wheel and a rear wheel; and a second drive device that drives a second drive wheel that is the other of the front wheel and the rear wheel. ,
The first driving device includes:
An electric motor that generates the driving force of the vehicle;
An electric motor control device for controlling the electric motor;
Connection / disconnection means provided on a power transmission path between the electric motor and the first driving wheel, and disconnecting or connecting the electric motor side and the first driving wheel side by releasing or fastening,
A connection / disconnection means control device for controlling the connection / disconnection means;
Provided in parallel with the connecting / disconnecting means on the power transmission path between the electric motor and the first drive wheel, and is engaged when forward rotational power on the motor side is input to the first drive wheel side. At the same time, when the rotational power in the reverse direction on the motor side is input to the first drive wheel side, it is disengaged, and when the forward rotational power on the first drive wheel side is input to the motor side, it is disengaged. And a one-way power transmission means that enters an engaged state when rotational power in the reverse direction on the first drive wheel side is input to the motor side.
The connecting / disconnecting means control device generates a driving force only in the second driving device among the first driving device and the second driving device and is traveling, and is rotating in the forward direction on the first driving wheel side. When the power is input to the motor side, the connecting / disconnecting means is fastened so that the motor side and the first drive wheel side are in a connected state, and the motor speed is in a connected state between the motor side and the first drive wheel side. A vehicle characterized by releasing the connected connecting / disconnecting means when a predetermined value or more is reached. The connecting / disconnecting means is a hydraulic connecting / disconnecting means comprising an oil chamber for storing oil supplied by a hydraulic supply source,
The said connection / disconnection means control apparatus controls the operating force of the said hydraulic pressure supply source, adjusts the hydraulic pressure in the said oil chamber, and controls the fastening force of the said connection / disconnection means in a connection state. Vehicle.   The vehicle according to claim 2, wherein the hydraulic pressure supply source also serves as a supply source of a cooling medium for cooling the electric motor.   4. The vehicle according to claim 2, wherein when the connection / disconnection means control device releases the connection / disconnection means, the operation of the hydraulic pressure supply source is not stopped. 5.

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